Arlington National Cemetery is going to expand south, which will remove a bicycle-friendly route on Southgate Road and replace it with a multi-use trail along Columbia Pike. Gillian Burgess has an excellent write-up of it here from last year with all the relevant bike information and there's no need for me to repeat it all, but the critical part is this:

as advocates have pointed out, the proposed facilities for biking and walking are not adequate. The proposed plan replaces Southgate Road, which is a safe and comfortable place to bike separated from where people walk, with only a 10-foot-wide side path.

A trail should be built along the north side of Columbia Pike and be designed to current National Association of City Transportation Officials (NACTO) standards.

Similarly, the trail along the new South Nash Street should be built on the east side of the street along the cemetery wall. Both trails should be part of the Cemetery Wall Trail, and should include features like water stations and bicycle parking at cemetery entrances.

According to the Final EA and Draft FONSI made public a lot of people commented on this part of the project. Approximately 90% of the comments related to the dimensions, design, and safety of the bicycle and pedestrian trails. People wanted the bike and ped facilities separated, widened or both. Arlington County also wants it widened and pushed back on the notion that "multi-modal improvements along Columbia Pike are part of the purpose and need of the project."

At the time of the release of the Draft EA in August 2018, ANC received much feedback from the public concerning the proposed multi-use trail along Columbia Pike. Bicyclists and pedestrians indicated that they were used to using Southgate Road, which is currently a wide roadway with minimal traffic. They were concerned with this facility being closed and replaced and provided suggestions for cross sections, schematics, signage, and usage. Many preferred wider trails separated for bicycles and pedestrians rather than shared-use trails.

Arlington County and the Pedestrian Advisory Committee also expressed some concern. They recommended an additional five feet of design width for the shared-use trail. Arlington Public Schools indicated that it preferred separated trails for bicycles and pedestrians.

The Army defended the preferred alternative

The Preferred Alternative, including the combination of proposed improvements to Columbia Pike and the closure of Southgate Road, would maintain existing connections with the pedestrian and bicycle trail network in this area. It would include the appropriate level of bicycle/pedestrian infrastructure consistent with VDOT standards and Arlington County’s Columbia Pike multimodal design standard.

And then they punted. The acknowledged that Southgate Road is a bicycle friendly roadway and that the bike facility on Columbia Pike would be steeper and narrower than that, but then stated that the design of Columbia Pike is ongoing and that the multi-use trail will be built to current standards and similar to other recent trails.

Specific suggestions for design provided by the citizens were passed along to the design team for consideration. Lighting and signalized cross-walks would help to ensure pedestrian safety along the route.

The final design, including actual widths of the realigned Columbia Pike right-of-way, is outside the scope of the EA and this Finding of No Significant Impact (FONSI).

So, the promise to replace a bike-friendly street with a mutli-use trail of debatable equivalence is enough to qualify as No Significant Impact, even though the removal of the street is absolutely going to happen?

They further added that

Arlington County’s “Wall Trail” was not considered because of construction feasibility issues and its unknown schedule.

The “Wall Trail” is in the county's transportation plan. It's to be located between the cemetery's east side boundary wall and the west side of Washington Boulevard/Route 110 between Foxcroft Heights and Memorial Drive. The Army says that "The trail appears to have severe space constraints due to aboveground utilities along the proposed route." They're also punting on that.

The National Park Service is involved in two initiatives to improve safety in the GW Parkway Corridor, both of which could make the Mt Vernon Trail (MVT) safer. One project, the Southern GW Parkway Safety Study, is having an Open House tonight that will include Rep. Don Beyer. It will be from 6 to 8 at Walt Whitman Middle School in Alexandria - 2500 Parkers Lane.

Starting today, NPS is collecting comments online from drivers, cyclists, pedestrians, and neighbors who use or live near the parkway between the City of Alexandria and Mount Vernon.

I haven't biked that far south on the trail in years, but many of these crossings also serve - or could serve as connections between the communities on the other side of the Parkway and the trail. For example, perhaps a better connection to Belle View Blvd. could be useful. Or at Vernon View Drive. How are the crossings at Wellington Road, Collingwood or Waynewood? Should those be on raised crosswalks (you're leading the witness!)?

Meanwhile on the DC portion of the trail, NPS is moving forward on the Memorial Circle Safety Improvements. That project aims to make Memorial Circle safer and the finalized study recommends moving a few of the trail crosswalks, adding signs and implementing some spot road diets at trail crossings.

Not much has changed since December, but they did respond to some comments about it.

Crosswalk Suggestions. Some commenters expressed concerns over the improvements proposed at crosswalks and made suggestions for additional or alternate improvements for these areas, including implementing safety improvements at crosswalks outside of hotspots, removing stop signs along the Mount Vernon Trail (MVT) at crosswalks, using different types of rectangular rapid flashing beacons (RRFBs), and closing informal social trails.ResponseThe NPS reviewed these concerns and suggestions. Some suggestions, such as the type of RRFBs, will be considered as the NPS moves forward with implementation of improvements. One commenter suggested adding improvements for the crosswalk along Washington Boulevard near the channel; however, this crosswalk is outside the scope of this project. A few commenters suggested the NPS address the safety issue of pedestrians and cyclists using an informal social trail to cross the George Washington Memorial Parkway (the Parkway) north of Arlington Memorial Bridge; however, closing of social trails is part of regular NPS operations and is outside of the scope of this project.

The Park Service said it will begin the work once funding is available.

The National Park Service has finally completed the Memorial Circle Safety Improvements Environmental Assessment that they started back in 2014 and were to finish in spring of 2016. The preferred alternative will modify 3 of the 4 trail crossings on Columbia Island, as well as the crosswalk on the north side of Memorial Circle. There's a public meeting on it tomorrow and the comment period is open until Dec 29th. The goal of the project is to improve transportation safety at and near Memorial Circle while maintaining the memorial character of the area. The goals are to reduce risks at key locations within the corridor and to reduce conflicts between trail, walkway, and roadway users.

The preferred alternative is the more intensive one, which aims to improve safety and reduce conflicts. The EA identifies 10 "hot spots" of which 5 are the bike/ped crossings. This alternative would redesign Memorial Circle as a roundabout. Drivers in the Circle would have the right of way and drivers entering the Circle would be required to yield. The Circle itself would be restriped to reduce from two lanes to one lane. All five crosswalks would get improved signage and/or other alerts for drivers.

In the vicinity of crosswalks, the NPS would improve signage to draw visual attention to crosswalks. Fluorescent yellow advance pedestrian crossing warning signs would be installed on both sides of the roadways approaching crosswalks at hotspots 3, 5, 6, 8, and 9 to alert motorists that they are approaching a crosswalk. At the same crosswalks, fluorescent yellow pedestrian crossing warning signs with arrows would be installed on both sides of the road to alert motorists of the location of the crosswalk. These same crosswalks would also have vertical flexible lane delineators (aka flexposts) installed at the approaches to further visually alert drivers to the presence of a crosswalk. Rectangular Rapid Flashing Beacon (RRFB) systems, which flash warning lights in an irregular pattern when a pedestrian or cyclists is crossing, would be installed at crosswalks in hotspots 3, 5, 8, and 9 to alert drivers to pedestrians or bicyclists using the crosswalk.

Furthermore, some of the crosswalks would be moved and others would be narrowed.

At hotspot 3, where S. Arlington Boulevard exits the Circle to the north, the roadway would be reduced from three lanes to two prior to the crosswalk. Two lanes would enter the area from Arlington Memorial Bridge and continue north along S. Arlington Boulevard; one lane would enter from the Circle and merge into the left lane of S. Arlington Boulevard. The existing far left lane that currently exits onto the ramp to S. Washington Boulevard would be removed along with this exit ramp.

At hotspot 5, the existing pedestrian and bicycle crossing would be relocated closer to the Circle, to allow pedestrians and bicyclists to cross where vehicle speeds are slower and where drivers are anticipating conflicts. The location of the relocated crosswalk would need to be coordinated with the new, small concrete island constructed to allow two northbound lanes from Washington Boulevard to bypass the Circle and enter Arlington Memorial Bridge

At hotspot 6, the merge from two lanes to one lane would be maintained at the crosswalk to continue to enable a safer crossing of only one lane.

At hotspot 8, in the vicinity of the crosswalk at the George Washington Memorial Parkway southeast of the Circle, the crosswalk would be relocated further north along the Parkway. The specific location of the relocated crosswalk would be determined at a future design phase of the project, but it could be moved between 300 and 400 feet north of its current location. The trail connection on either side of the roadway would be realigned to meet the relocated crosswalk. The roadway would be restriped to reduce the lanes from two lanes to one lane in the vicinity of the crosswalk

Safety improvements at crosswalks would allow drivers to be more aware of crossings, which would improve the LOS for pedestrians and bicyclists using crosswalks.

These improvements will make it easier and safer for trail users, sometimes by slowing driving down.

Roadway modifications within the vicinity of crosswalks would improve crossing conditions for pedestrians and cyclists and would better alert drivers that there may be pedestrians or cyclists in the crosswalk. At hotspot 3, the reduction of three lanes to two north of the Circle would result in crosswalk users only having to cross two lanes of traffic, rather than three lanes. Modifications at hotspots 5 and 7 would result in longer queues and a higher number of stops, but it would result in a tradeoff of safer crossing conditions for pedestrians and bicyclists. At hotspot 5, because the crosswalk would be moved north closer to the Circle, pedestrians and bicyclists would be able to cross the road where traffic is moving more slowly and where drivers are already alert and preparing to merge or yield. Similarly, at hotspot 7, although drivers approaching from the east may be focused on preparing to merge into one central lane rather than on the approaching crosswalk at hotspot 9, because the LOS prior to hotspot 7 and 9 would be reduced, drivers would generally be going more slowly and would be better able to stop for crosswalk users. At hotspot 8, because the crosswalk would be moved to the north, drivers would have better visibility on the approach and traffic would be moving at a slower speed than in the current locations. Additionally, because the road would be reduced from two lanes to one in the vicinity, the multiple threat condition is eliminated for pedestrians and bicyclists at this location. Although the LOS for drivers would be lowered at hotspot 8, it would be a tradeoff for a safer crossing condition.

But drivers really need to slow down anyway.

Speed data within the project area was collected during the 2013 traffic study and found that a majority of vehicles exceeded the posted speed limits by 5-10 mph throughout the day on Arlington Memorial Bridge and the Parkway northbound, and about half of vehicles traveled 5-10 mph over the posted speed limits on the northbound bypass of the Circle. Speeds were often higher at off-peak hours because there was no traffic congestion to constrain the speed at which drivers may operate their vehicles.

And as much as this is a positive step forward, it's unfortunate that some of the other considered ideas were discarded. The plan is as noteworthy for what it doesn't do as for what it does do.

Outside of the crosswalks, they determined that speed cameras would be redundant due to plans for stepped up enforcement. Which is ridiculous considering the scale difference. And they also decided that the traffic impacts of making the road HOV-3 or bike/ped/transit only would be "unacceptable".

Installing trail guide signs, wayfinding, bike lanes on Memorial Avenue or Memorial Bridge, a Capital Bikeshare station and waterproof trail maps were all deemed out of scope. Also out of scope was any expansion of the trail network such as a grade-separated connection to Mount Vernon Trail north of the Circle, formalizing (or discouraging the use of) the social trails, widening the trails, installing trail overlooks and installing ADA-compliant surfaces. Some of these don't have anything to do with safety, but trail widening does. There's no mention of a connection to the TR Bridge downstream side - which could be done with a trail in the study area - but it is out of scope too.

It's not clear to me why the Washington Blvd Trail crosswalk doesn't get any improvements, other than perhaps they thing it's safe as is - or not a hotspot at least. But it could use some attention.

With the opening of the newest section of the Washington Boulevard, there's now an opportunity for Arlington to create a second loop trail, this one entirely within the other.

The current Arlington Loop uses the Mt. Vernon, Custis and Four Mile Run trails to create a 16.2 mile loop around the county. The Arlington Inner Loop, or the AIL Trail if you like, would be a 6 mile loop around Arlington Cemetery and Fort Myer that uses the two segments of the Washington Boulevard Trail (WBT), the Arlington Boulevard Trail (ABT) and the Route 110 North Trail (110).

It's not trail the whole way, but the parts that aren't trail are mostly short. From the Pentagon Memorial, one would have to use sidewalk or road along Columbia Pike, Southgate Road and Orme to get to the wide sidepath along Columbia Pike, but that section will be changed when Arlington Cemetery is expanded. Trail users would also have to use one block of S. Rolfe to get from the Pike to the newest section of the WBT. Then there's a long on-road section from Rolfe or Rhodes (depending on which side of Arlington Boulevard one decides to use) to the trail near the Marine Corps Memorial. On the inside portion of Arlington Boulevard, there's room for a two-way protected bike lane. It would require narrowing the travel lanes, but traffic is light and the speed limit is 25 mph, which I think is routinely ignored, so it should be a benefit,

It would also need directional signage, ideally using unique branding, but the trails need signage anyway. For example, a trail user heading clockwise on the WBT will find a sign that says the bike route ends when they get to Arlington Boulevard; but a simple left turn after the underpass will get them to the ABT. There is no signage to tell them that. Similar directional signage would be useful at Pershing Drive, N Rolfe Street, N. Rhodes, N. Meade, etc...

While they're at it, the section of the WBT from Memorial Cirlcle to the Pentagon (I think they should count both the section from S. Rolfe to Arlington Boulevard and from Memorial Circle to Columbia Pike as one WBT) needs to be widened and upgraded, which is in the 2014 Master Transportation Plan. That section was built ~20 years ago and it just isn't up to snuff.

Anyway, the new section of the WBT is great . It really makes for a quick connection and it even has an extra connection at 6th Street. Also, it was my first time on the Marine Corps Memorial Access Road since it was repaved and it is nice.

The project has undergone substantial redesign to minimize the removal of existing trees. The project includes an extensive planting plan that includes 263 new trees. The new trees will replace the canopy over time, and with invasive plant management a native ecosystem can be established that provides an enhanced environment for wildlife, and an aesthetic landscape that benefits the community’s local urban forest.

Since Washington Boulevard was built on the right of way of the old south Arlington branch of the Washington, Arlington and Falls Church interurban, one could consider this to be an eventual conversion of the right-of-way into a road with trail.

In a way this could be thought of as only one half of the Washington Boulevard Trail. The other half starts at the Mount Vernon Trail near Memorial circle and follows along the south side of Washington Boulevard between it and the Pentagon and the Pentagon Memorial to Columbia Pike. Once the section of Columbia Pike north of Washington Boulevard is rebuilt to allow for the expansion of Arlington Cemetery, the trail will be complete - and so will a second Arlington Loop, but this one around the Cemetery.

This isn't really news anymore, but I don't think I've mentioned it. Last December, VDOT wrapped up work on the trail portion of the Washington Boulevard Bridge rehabilitation over Route 27 by the Pentagon. It replaced a narrow sidewalk with a wider path.

The path is now 14 feet wide on the bridge and replaces a narrow concrete sidewalk that pedestrians and cyclists used to use. It is 10 feet wide on the approaches to the bridge.

I haven't been by since construction wrapped, but here's what it looked like during construction.

Excavation is currently underway along the west side shoulder of Washington Boulevard to permit installation of storm drainage, retaining walls and the trail pavement. A temporary shift of the Washington Boulevard southbound lanes is taking place to provide additional work space along the shoulder.

Phase 2 of the Washington Boulevard Trail project will construct a 10’ wide, paved bicycle and pedestrian trail along the west side of Washington Boulevard (VA Route 27). The new trail section will link with the Phase 1 trail section, which was built between Arlington Boulevard and Walter Reed Drive. The trail will primarily be located within the highway right-of-way but will also pass through the property of the U.S. Navy Supply Facility and Arlington County’s Towers Park. Access to the public streets will be provided at Walter Reed Drive, 6th Street, 9th Street and South Rolfe Street.

The Department of Defense has submitted an updated Pentagon Master Plan to the National Capitol Planning Commission for their approval. The new master plan is intended to improve security, enhance the quality of life for employees, and address accommodations for visitors to the Pentagon and to the other public facilities located on the Reservation grounds. Naturally, it deals pretty heavily with transportation, and thus cycling and was created in coordination with a Transportation Management Plan. In recognition that "the Pentagon is... located in a busy urban environment that is more dependent on transit, bicycle and pedestrian circulation than ever," and new direction from the DOD's 2012 sustainability goals and Facilities Criteria, the plan suggests several ways to make the Pentagon more bicycle friendly. The main tools they settle on are sharrowed routes connecting to the nearby trails, employee shower facilities and more bicycle parking.

The Master Plan Update improves the overall pedestrian and bicycle circulation on the Pentagon Reservation by connecting the external trails surrounding the Reservation with routes on the Reservation in order to provide Pentagon employees a clear and direct route from the external trails to the employee bicycle racks and pedestrian entrances on theReservation.

In the figure above, it's hard to tell the sharrowed routes from the bike lanes, but basically all the bike lanes are on Arlington roads and the bike facilities on Pentagon property are sharrows.

What's surprising about this reliance on sharrows is that one of the problems the Plan Update makes note of is the "lack of painted bike lanes," and then they proceed to add zero bike lanes. The North and South Rotary Roads will also have signage.

A Transportation Management Plan (TMP) was prepared in parallel with the Master Plan Update to provide a comprehensive set of actions to reduce traffic congestion and improve air quality affecting the Reservation study area. While the Transportation Management Plan (TMP) focused on identifying actions to facilitate employee multimodal transportation, the Master Plan ensured transportation considerations were integrated into the wider context of the Reservation Master Plan. The Master Plan and TMP planning processes jointly determined circulation improvements in order to facilitate safe, secure, and efficient vehicular and pedestrian movement on the Reservation for employees and visitors alike.

Currently cyclists access the Pentagon via a combination of two trails and on-street routes, but improvements recently completed and others being planned could change that. The bicycle network also connects to Columbia Pike, and that won't change

Cyclists utilize both of the Arlington County Multi-Use Trails (the trail running along the eastern edge of Route 27 and the Mount Vernon Trail) as well as vehicular roadways. A number of bike racks are situated around the Reservation; the most heavily used are near the Corridor 3 Bridge and at the Pentagon Athletic Center (PAC).

Improvements to the Humpback Bridge and a new shared-use path underpass have recently been completed. Modification of the Boundary Channel Drive/I-395 interchange is planned to serve the proposed Long Bridge Park Regional Aquatics Center and the recently completed Long Bridge outdoor recreation park. The proposed project would provide improved pedestrian and bicycle access to Boundary Channel Drive and the Pentagon building for Pentagon employees.

To the north and west of the Pentagon, modification and repair to the Route 27 overpass over Route 110 is being planned to provide space for a shared-use path and a wider sidewalk. Improvements to the existing Route 110 Trail are also being planned.

Beyond the added sharrows, there are other planned improvements. At the Pentagon's Hayes Street parking lot between I-395 and Army-Navy Drive (which connects to the Pentagon via the longest pedestrian tunnel in Virginia), a new public bike parking facility is recommended. It would also remove some car parking to make room for a bus drop-off. Facility-wide, the number of employee parking spaces will be reduced from 8,494 parking spaces to 7,199 parking spaces.

There are a few elements that planners think will eliminate conflict areas and make biking better, even though they aren't bike projects per se. These are:

• A dedicated bus lane to and from the Pentagon Transit Center on the outside perimeter of the South Parking Lot commuter plaza will eliminate conflicts between pedestrians and buses accessing the PTC.• A dedicated rideshare lane with a waiting area will allow for the smooth circulation of rideshare vehicles and minimize conflicts between pedestrians and cars in the parking lot.• The signalization of intersections along North and South Rotary Roads will allow for safer pedestrian crossings.• A reduced number of access points to parking areas at South Rotary Road to improve traffic flow and enhance traffic and pedestrian safety.

Other planned bike improvements are

• Coordination with Arlington County to facilitate the County’s installation of a fence and a multi-use trail connection along Boundary Channel Drive and the Pentagon Lagoon that will connect to a signed public bike route from the proposed roundabout on Boundary Channel Drive to Long Bridge Park. Areas north of the multi-use path intersection with the roundabout will be signed as restricted to DoD/Pentagon badge holders only.• Two new Pentagon employee bike racks in addition to the existing 46 racks.

Finally, the Pentagon received numerous comments suggesting that more employees would bike to work if they had shower facilities available. They did an analysis and have decided that locker and shower facilities for bicyclists and pedestrians will be added within the Pentagon at the bike rack entrances, pending space availability.

What I don't see is a plan to fix one of my pet peeves, the useless, but commute-slowing leftover driveway stub along Washington Blvd. I mean, c'mon man. A little work on the Route 27 Trail (really just a sidewalk) would be much appreciated too.

Last month, the Arlington County Board voted to approve the contract for Phase II of the Washington Boulevard trail. The new trail section will connect Columbia Pike to S. Walter Reed where it will connect with Phase I. Phase I connects Water Reed to Arlington Blvd. The trail will primarily be located within the highway right-of-way but will also pass through the property of the U.S. Navy Supply Facility and Arlington County’s Towers Park. Access to the public streets will be provided at Walter Reed Drive, 6th Street, 9th Street and South Rolfe Street.

This trail was originally identified 23 years ago in the 1994 Bicycle Master plan and so it has taken quite a bit of time to get here. When Phase I was completed back in 2009, the idea was that the second phase work would start soon thereafter, but neighbors complained about all the trees that would be cut down (~180), despite the facts that many of these trees were invasive or dead, that more trees would be planted to replace them and Arlington will give you a free tree so, y'know, maybe people should just do that, but... bygones. There's now a design that everyone seems content with (though I'm not sure the new design is better as Jay Fisette claimed)

The original design had a 10' wide trail, separated from the road by a 1.5' wide concrete barrier, 2' wide paved buffer and a 10' shoulder while removing 198 trees. Instead they're building a 10' wide trail separated from the road by a 2.5’ wide curb and gutter and a 5’ wide landscaped buffer which only removes 84 trees.

Trail users will now be 6' closer to the traffic lanes.

The project also includes an extensive planting plan that includes 263 new trees.

Fort Myer Construction won the $2.8M contract which came in about $900,000 high because of increased construction costs everywhere. That gap will be covered with TCF-NVTA Local balances from the Complete Streets Program. Work could end by the end of the year, but since the contract was awarded at the end of their window (Summer) it might not start until early 2018.

Phase 2 of the Washington Boulevard Trail project will construct a 10’ wide, paved bicycle and pedestrian trail along the west side of Washington Boulevard (VA Route 27). The new trail section will link with the Phase 1 trail section, which was built between Arlington Boulevard and Walter Reed Drive. The trail will primarily be located within the highway right-of-way but will also pass through the property of the U.S. Navy Supply Facility and Arlington County’s Towers Park. Access to the public streets will be provided at Walter Reed Drive, 6th Street, 9th Street and South Rolfe Street.

This section - in yellow and red above - had to be redesigned (and thus delayed) numerous times to appease neighbors over the loss of trees, but they were finally able to get a design that works. The original design had a 10' wide trail separated from the road by a 1.5' wide concrete barrier, 2' wide paved buffer and a 10' shoulder while removing 198 trees. Instead they're building a 10' wide trail separated from the road by a 2.5’ wide curb and gutter and a 5’ wide landscaped buffer which only removes 84 trees of which nearly a third are invasive or dead.

In addition they're going to remove invasion species and plant trees and shrubs.

The addition of a southbound bike lane along Military Road, extending from Old Dominion Drive to Vacation Lane

The addition of a northbound bike lane along N. Quincy Street, extending from 21st Street N. to Lee Highway

The addition of an eastbound bike lane along Lee Highway, extending from N. Quincy Street to N. Pollard Street

In late summer, early fall the Carlin Springs Bridge over George Mason Drive will be demolished and replaced. The new Bridge will have bike lanes on Carlin Springs Road.

Finally there's the Long Bridge Drive Utility Undergrounding and Roadway Realignment. Phase 2 of that starts in 2017 and it will extend the bike lanes along Long Bridge Drive to Boundary Channel Drive.

Sure, a brand new section of trail along the Anacostia just opened on Monday, and yeah, it connects two major trail systems and more than 70 miles of trail overcoming a jumble of barriers like highways, railroads, streams and such and it's amazing and you've wanted it for a long time, but now you're bored. I mean Monday was last month. What has happened lately? Well don't worry, there are lots of other new trails that you can longingly gaze at over the shoulder of the Anacostia River Trail while it drones on and on about that thing Nancy from accounting said that was just so unbelievable.

Here is a list that is likely both incomplete and inaccurate (the old Washcycle doubleshot).

The Klingle Valley Trail - DDOT is currently building a 0.7 mile long trail on an abandoned section of road in the Klingle Valley (War on Cars!)

Rock Creek Park Trail - The trail is, right now, undergoing the first part of a long desired rehabilitation which will also add a mile of trail along Piney Branch Parkway

Needwood Road Path - Phase 1 of the this trail extending from the ICC trail is under construction.

Four Mile Run Trail - Work begins next week on the restoration of the lower section of Four Mile Run stream. "As part of the construction, the Arlington trail will be completely rebuilt to current standards, including a new sub-base and asphalt surface. Improved trail railings and a new observation platform will also be installed."

Other PG County Trails, including a list of high priority, but unfunded trails that has been mostly unchanged over the last 5 years (the Bowie Heritage Trail is off the list and the Seat Pleasant section of the Chesapeake Rail Trail and the north extension of the Rhode Island Avenue Trail are on). This includes the WB&A Trail to Anne Arundel County, Piscataway Creek Trail, Henson Creek Trail Extension, Little Paint Branch Trail Extension, Prince George's Connector Trail and the Folly Branch Trail.